Dump car



My 1929- E. R. VIBERG ET AL DUMP CAR 5 Sheets-She et 1 Filed Nov. 6, 1926 INVENTORS ERNESTIRVIBERG A lvzifo ATTORZVE s 30, 1929. V|BERG ET AL v 1,722,830

DUMP CAR Filed Nov. 6, 1926 5 Sheats-Sheet 2 &&I 74,

INVEWTORS ERNEST. RY! BERG ATTOR W525: ya

y 30, 1929- E. R. VIBERG ET AL DUMP CAR Filed Nov. 6, 19 26 5 Sheets-Sheet 6 IBERG BLAD f1 VZ;

INV EN T ORS ER N531. R V

.L'N ER Bygg/ .ATT ORNE E. R. VIBERG ET AL 1,722,830

DUMP CAR File d Nm s, 1926 5 Sheets-Sheet 4 J l -ao, 1929.

ow Eva w on;

July 30, 1929. E R. VIBERG ET AL DUMP CAR Filed Nov. 6, 1926 5 SheetsSheet 5 centre sill.

Patented July 30, 1929.

UNITED STATES PATENT OFFICE.

ERNEST R. VIBERG AND ALFONZ L. LINDERBLAD, OF MONTREAL, QUEBEC, CANADA, ASSIGNORS TO CANADIAN CAR 6c FOUNDRY COMPANY LIMITED, 01 MONTREAL,

QUEBEC, CANADA.

DUMP CAB.

Application filed November 6, 1926. Serial No. 146,701.

This invention relates to new and useful improvements in dump cars, and the object of the invention is to provide a pneumatically operated car dumping mechanism which will be easy to control and reliable in service.

Another object is to provide dumping mechanism having locking means which will be positive in its action, and which will operate with practically no wear on its locking surfaces.

' A further object is to provide a dumping car, the mechanism of which will be light in construction when compared with the types of dump cars at present in use.

A still further object is to provide a dump car which will be safe to operate and which will require very little attention once it has been installed.

In our invention we provide a movable car body portion pivotally attached to the fixed centre sill of a car. The movable body portion is provided with depending struts which engage with movable arms pivotally attached through suitable supports to the Mounted on the centre sill are the stops which engage with eccentric locking bars connected by links to the arms.

The eccentric locking bars are also connected by links to the ends of pistons working in cylinders secured to the centre sill. The tippin or dumping cylinders are also secured to the centre sill. The cylinders are so connected. that in tipping'the movable portion,

the locking means is released, and the arms on one side pulled clear of the depending struts before the dumping cylinder on the opposite side is brought into operation, and this is accomplished by means of direction valves and control valves mounted in the operating fluid supply line.

In the drawings which illustrate one form of our invention:

Figure 1 is a part sectional end elevation of one end of the dump car showing the locking mechanism, the tipping mechanism, and the direction valve and the manner of securing them to the bolsters or centre sill.

Figure 2 is a part sectional side elevation showing the eccentric locking bar.

Figure 3 is a part sectional side elevation showing the locking mechanism and the direction valve.

Figure 4 is a longitudinal section elevation of the locking cylinders.

Figure 5 is an end elevation of the device shown in Figure 4.

Figure 6 is a part sectional side elevation of the fluid direction control valve.

Figure 7 is a sectional end elevation of the Valve shown in Figure 6.

Figure 8 is a plan view of one of the caps for the valve shown in Figure 7.

Figure 9 is a sectional side elevation taken on the line 99 Figure 8.

Figure 10 is a perspective schematic View of the dumping and locking mechanism and the arrangement of piping used in the construction of the dump car.

Figure 11 is a sectional elevation of one of the dumping or tipping cylinders.

Referring more particularly to the drawings 20, designates the centre sill of a car attached in the usual manner to the side frames (not shown). Mounted on the centre sill are the brackets 21, which support the movable or dumping portion 22 of the car, through the medium of the brackets 23, secured to the underside of the portion 22 and shaft 24 passing through the brackets 21 and 23. The portion 22 may be built in any desired manner by means of structural shapes and plates, as shown in Figure 1. Depending from the underside of the frame or portion 22 and on-each side of the longitudinal centre of the car, are the struts 25, the lowermost ends 26 of which are adapted to contact with the upper ends 27 of arms 28, which are pivotally mounted on pins 29 passing through brackets 30, secured to the side plates 31 of the centre sill. The struts and the arms are in contacting relationship only when the car is in the normal or loading position. Stops 32 are secured to the brackets 30 to position the arms. Pivota'lly secured to lugs 38 formed in the arms are the links 34, the other ends 34 of which are secured to the ends 35 of the eccentric lock bars 36, the centre portions of which are secured in any suitable manner to the piston rods 37, which operate in the cylinders 38 secured to the centre sill by any suitable means. A detail of one of the cylinders is shown in Figures 4 and 5. Secured to the ends of the piston rods and held thereon by means of the nuts 39, are the pistons 40, which 42 of the piston rods are provided with recesses 43 and slidably mounted in said recesses are the valve rods 44, the ends 45 of which are provided with shoulders 46-which engage with the inner faces 47 of the nuts 39 during the operation of the device. Secured to the ends 48 of the rods 44, are the piston valves 49, which may be held in place by means of the cotter pins 50. The valves 49 are slidably mounted inreducedextensions 51 formed inthe ends of the cylinder, said extensions being closed by means of threaded caps 52. The walls 53 of the piston valves maybe provided with perforations 54. Inlet ports 55 are formed in the. ends 56 of the cylinders, said ports extending from one end to the other of the larger bored parts of the cylinders. Also formed in the walls of the smaller bores of the cylinders are the outlet ports 57, which are uncovered by the movement of the piston valves 49. The outlet ports 57 extend fromend-to end of the cylinders and are connected tothe system of piping in the manner hereinafter described. Compression springs 58 may be mounted between the nuts39 and the walls 53 of the piston valves. Slots 59 are formed in the side walls 7 inner edges 610i which are upwardly turned to form guides for the eccentric lock bars 36. The ends 32F of the links 34 engage with shoulders 62 of the lock castings. Also secured to the centre sill side plates, approximately midway between the ends of the car, are'the tipping or dumping cylinders 63, a sectional elevation of one of which is shown in Figure 11. Slidably mounted in the cylinders 63 are the pistons 64 and piston rods 64. The ends 65 of the rods 64 project out- Wardly through the-tops of the cylinders and contact with tipping arms 66, secured to the underside of the movable section of the car. The ends of said piston rods may be of any desired shape to ensure that the pressure exerted on the ends 67 of the tipping arms will tilt the movable portion about its pivoted support. Valve-control rods 68 are slida'bly mounted in brackets 69, secured to, or formed integral with the outer walls of the cylinders 63. One end 7 0 ofeach of the rods 68 projects into the cylinders 63'and is held in position therein by means of compression spring 71 fitted between the uppermost brackets 69 and collars 72, secured in any suitable manner to the rods 68. Also secured to the valve control rods by means of the arms 7 3 are the'connecting rods '74, one end 75 of each of which is adapted to operate three-way valves 76 through the medium of 7 the levers 77. To ensure proper sequence of ing 78, a lower inlet cap 79 and an upperinlet cap 80. The lower inlet capis bored out to form a chamber 81, the outlet 82 of which" communicates with the lower half of the central casing 78, which is bored out to two diameters, one to receive the piston 83, and the other to receive the piston 84, both of which are mounted on the same piston rod 85. Between the shoulder 86 formed between the differentbores, and the upper side 01 the piston 83, a compression spring 87 is mounted to return piston 83 when chamber 82 is exhausted. Also mounted between the pistons 83 and 84, is the spring 88 which forms a cushioning means between the pistons, when piston 84 is pressed against the valve seat 89, to close the exhaust port 90 in the manner hereinafter described. The piston rod extends into a sleeve 89 and is adapted to contact with the lower end 91 of a rod 92, formed integral with the valve 93 which is held against its seat 94 by means of the compression spring 95 mounted in the uppermost cap of the direct-ion'valve. This cap has an opening 96 for connection to the main supply line. The boreof the sleeve 89 at the top thereof, is made slightly larger in diameter than the diameter of the rod 92 and formed in the wall of the sleeve is an aperture 93 which registers with an opening 94 communicating with a chamber 95, formed in one side of the main casing of the valve. The chamber 95 has an outlet port 96 which communicates with a cylindrical channel 97, formed above the valve seat 89 which when opened allows fluid to pass through the exhaust port The chamber is provided with a recessed cap 98, within which is mounted a disc valve 99, having a port 100 adapted to register with an opening 101 formed in the cap 98. The disc is also provided with a slotted port 102, adaptedat all times to register with the port 103 formed in the cap 98. Secured to the face 104 of the disc valve is the control arm 105, which may be provided with a projecting sleeve 106, having a shoulder 107,

der 117, secured to the wall of the casing and communicating with the chamber 95 through a port 118 formed in the hollow sleeve valve 116. The sleeve valve is provided with a shoulder 119 which butts against a washer 120 held between the main casing and cylinder 117. A compression spring 121 may be positioned between the end 122 of the cylinder and the end of the recess 123, formed in the sleeve. The spring 121 holds the sleeve valve normally in the open position. The outlet 124 from the cylinder 117 is connected to the unlocking cylinder in the manner herein described. There are two direction valves such as above detailed,

voir or tank 129, and an air flow decreasing valve 129 is placed in the line 126 in proximity to tank 129. A branch pipe 130 may be connected between the control pipe 128 and the other control pipe 131, on the opposite side of the car. The control pipes are each supplied with control valves 132 and 133. These control valves are so arranged that when tipping or dumping a loaded car, the tipping action is away from the side of the car on which the operator is standing, so that the device will be safe in operation.

In explaining the dumping and righting operation, valve 132 is opened allowing air under pressure to flow into the direction valve Z, through the pipe 133*. The pipe feeds air into the chamber 81 of the direction valve Z through the opening 134. The air passes through the inlet 82 and raises the pistons 83 and 84, closing the exhaust port 90. The piston rod raises the valve 93 from its seat and. allows air to pass into the chamber 95 through the passage 93 and 94", said air being fed from the reservoir tank 129 through the pipe 135 connected to the aperture 96 in the uppermost cap. The air in the chamber 95 flows through the port 118, cylinder 117 and out through the port 124, through the pipe 136 connected thereto to the unlocking cylinder Y. The pipe 136 is connected to the inlet port 55 of the unlocking cylinder and. the air presses against the piston a0 and operates piston rod 37, which is connected to the centre of the eccentric locking member adjacent to cylinder Y. The movement of the piston rod pulls the links straight and raises the ends of same clear of the shoulder on the locking casting and allows free movement of said links to pull the arm 28 clear of the depending strut on the bottom of .the movable portion of the car to unlock one end. The piston after it has travelled a pre determined distance opens the port 57 by moving the piston valve 49. The air flows through the apertures in the sleeve valve through the port 57, and the pipe 138 connected thereto, to the unlocking cylinder X, which operates the piston in said cylinder in a similar manner to the cylinder at the other end of the car. The outlet 57 "from said cylinder X is connected to the dumping or tilting cylinder TV by means of the pipe 139, which may be provided with a check valve 140. The piston in the dumping cylinder raises the piston rod to contact with the underside of the movable portion of the car to dump same. Pipe line 139 is connected to the direct-ion valve Z by means of the branch pipe lines 140 and 141, and a check valve may be connected to the line 140. As will be seen from the foregoing, the car is now in the dumped position. As soon as the car is dumped the operator closes the control valve thereby opening the exhaust port and the check valve in line H0 allowing the air in the dumping cylinder to exhaust through the pipe 140, which is connected to port 103 in the cap of the direction valve. The links which are connected to the locking cylinder X while operating close the port 118 in direction valve S, through the medium of lugs 113 which contact with the end 11 1 of the rod 112, which is secured to the disc valve spindle, so that it will operate arm 105 to contact with the head 115 of the sleeve valve mounted in cylinder 117. The disc valve in turning uncovers port 101 in direction valve S.

To bring the movable section of the car back to its normal or leading position, valve 133 is opened, allowing air to how into the pipe 131 to raise the pistons and valve in direction valve S. Air it'rom the reservoir passes through the pipe 14st to direction valve S and into chamber thereof, out through the port 101 and pipe 103 to the cylinder T, the piston of which moves upwardly to bring the car to its loading position. The piston, after it has travelled through the required distance to bring the struts depending from the car body into position to receive the arms, contacts with the rod 68 and point '70 to ope ate the three way valve 76 so that it will assume the position shown diagrammatically as 76", and the air from the reservoir is directed through the pipes 146 and 1-17 to the locking side of the cylinders X and Y. The locking movement of the cylinders in simultaneous, air passing into said cylinders through the ports 1 18 and moving the pistons to bring the supporting arms under the struts depending from the car body. The movement of the arms is limited by means of stops so that the links and eccentric locking bars tend to swivel about their pivoted connection and the ends of the links drop to contact with the shoulders of the lock castings. The valve 133 is then closed and the exhaust port 90 in dlrection valve is opened,

allowing the air in the system to pass through said port and the piston valve in direction valve S to return to its normal position, which in returning closes the port 101. The backward movement of the links also assists in operating the disc valve to accomplish this object.

The foregoing is a description of the operation of the dumping of the car in'one direction, and it will be seen that the sequence of movements is such that the locking arms are first withdrawn before the dumping cylinders are brought into operation, and in bringing the car back to normal the dumping cylinders are first operated and the locking means and supporting arms brought into locking position when the car is in its loading or normal position.

. To operate the dumping action of the car in the opposite direction, valve 133 is opened first to allow the air to pass to the direction valve S, and from thence first to unlocking.

cylinder K, then to unlocking cylinder L, and finally to the dumping cylinder T. The operation of the valves is somewhat similar to that just described in detail for dumping in the opposite direction. To bring the car back to normal valve 132 is opened and air passes through the direction valve Z to the dumping cylinder WV and from thence to the unlock ing cylinders K and L to move the supporting arms to engage with the struts adjacent thereto and depending from the underside of the movable portion of the car.

The apparatus shown in Figure 1 discloses the preferred position of the various parts of the operating mechanism on the centre sill, but it will be readily deduced therefrom when taken in conjunction with Figure 10, that the various elements may be mounted in any desired position. In the car shown diagrammatically two dumping cylinders are used and four locking cylinders, but this number may lee-modified to suit the type of car upon which it is desired to mount the mechanism.

The device is very simple and sate in operation, and provides a highly efiicient pneumatically operated dump car in which the fluid is used as a means for operating the unlocking or locking means, dispensing with the cumbersome chain locking or holding devices which are usually employed on cars of this nature. There are practically no wearing parts in the locking mechanism .WlllCh are positive in their operation and any vibration due to travelling only tends to hold the car in the loading or normal position.

Having thus described our invention, What we claim is 1. in a dump car, a fixed section, a movable section pivotally secured to the fixed section along the longitudinal centre thereof, struts I depending from the underside of the movable section and on eachside of the said centre, supporting arms adapted to contact with the struts, means to hold the arms in strut engaging position, fluid operated means adapted to first unlock the arms on one side of the car and then pull the arms clear of the struts, and fluid operated means to tip the car towards the unlocked side. 7 2. In a dump car, a fixed section, a movabl section pivotally secured to the fixed section, about its longitudinal centre, a plurality of struts depending from the underside ofthe movable section, a plurality oi supporting arms pivotally secured to the fixed section.

and adapted to engage with the struts, means for locking each of the arms in strut engaging position, fluid operated means to unlock the arms on one side of the car and to pull said arms out ofengagement with the struts and fiuid operated means to tip the movable section towards the unlocked side.

3. In a dump car, a fixed section, a movable section pivotally secured to the fixed section about its longitudinal centre, arms pivotally secured to the fixed section and adapted to contact with struts depending from the movable section, locking means for eachof the arms unlocking cylinders for each of the arms, means to control the supplyof operating fluid to the cylinders on one side of the car to unlock the arms and pull same clear of the struts, dumping cylinder means to conduct the fluid from the unlocking cylinders to a dumping cylinder to tip the car towards the unlocked side,and means to exhaust the fluid when the car isin the tipped position.

i. In a dump car a movable section pivotally secured to a fixed section about the longitudinal centre thereof, supports for the movable section, a plurality of unlocking cylinders on each side ofsaid centre, each cylinder being adapted to operate an unlocking device and one of the supports for the movable section, a direction Valve, tipping cylinders on each side of the centre of the car, means to operate the direction valve to first operate one of the unlocking cylinders to unlock the unlocking device at one end of the car and on one side thereof, means to conduct the fluid from the last mentioned unlocking cylinder to the unlocking cylinder at the other end and on the same side of the car, and means to direct the fluid from the last mentioned cylinder to one of the tipping cylinders on the other side of the car and means to allow the fiuid to pass to the atmosphere when the car is tipped.

5. In a dump car, a movable section pivotally mounted about the longitudinal center of a fixed portion of the car, one tipping cylinder on each side of the center line, eccentric looking bars at each end and on each side of the car, supports at each end and on each side of thecar, links between each of the locking bars and'each of the supports, lock castings secured to the car to engage with the locking bars, unlocking cylinders secured to the locking bars and adapted to operate the supports through the links, means to regulate the outward movement of the supports and tipping cylinders one on each side of the car, said cylinders having connections with the unlocking cylinders so that the car is in tipping condition before the tipping cylinders are brought into operation.

6. In a dump car, a tipping or movable section pivotally secured to a fixed section of the car, tipping cylinders one on each side of the pivot, the pistons of said cylinders being adapted to tip the car to one side or the other of the pivot, unlocking cylinders on each side and at each end of the car, lock castings secured to the fixed section, eccentric locking bars engaging with the lock castings and adapted to be lifted clear of the same at the unlocking movement of the pistons in the unlocking cylinders, supports contacting with the underside of the movable section and connected by links to the eccentric locking bars, said supports being pulled out of contact by the unlocking movement of the unlocking cylinder pistons, and a fluid supply connected and automatically controlled to operate the unlocking cylinder at one end and one side o1 the car, then unlock the other end at the same side of the car and then finally to tip the car.

7., A device according" to claim (3 in which the fluid is supplied from the air brake line and the same fluid used throughout the entire dumping operation.

8. In a dump far according to claim 6 hav ing means to direct the fluid towards a tipping cylinder to right the car and means to direct fluid from the tipping cylinder to the unlocking cylinders to bring the supporting arms into contact with the movable section.

In witness whereof we have hereunto set our hands.

ERNEST R. VIBERG. ALFONZ L. LINDERBLAD. 

